The pilot and master of the ALAM SELAMAT decided to unberth the vessel and transit the Fraser River at low tide. The vessel's deepest draught was 7.25 m, i.e. 3.36 m less than the maximum draught allowed by the port authority. They had no reason to believe that there was less water than needed for safe passage, although a higher tide would have increased the under-keel clearance. Neither the chart nor the latest available survey results indicated any depth reduction in the main channel. There was no indication that the draught of the ALAM SELAMAT increased after leaving Fraser-Surrey docks, nor that she deviated from her track; the vessel was proceeding along the line defined by the ranges when she ran aground. As was ascertained after the occurrence, there was a shallow spot with a depth of 6.0 m (above chart datum) in the position where the vessel reportedly made contact with the bottom. The detected shallow patch confirms that the depths on the Fraser River are subject to change, a known phenomenon caused by sediment displaced and carried by the river. To maintain safe passage for vessels, the authorities implement regular depth surveys and dredging of the river. The depth survey results are circulated among all interested parties and also serve as the basis for planning and coordinating dredging operations. These preventive measures should ensure a safe passage for vessels as declared by port authority. During the annual freshet period, depth changes occur so rapidly that dredging is not an effective option. The only practical method to maintain the navigability of the river is thus limited to the frequent monitoring of depths and the distribution of survey results to all users. From the navigator's point of view, the monitoring of depths and the conning of the vessel accordingly is sufficient to prevent grounding. On 16 June 1999 the master and the pilot on the ALAM SELAMAT relied on the latest available survey data. Although the survey sheet was dated 27 May 1999, approximately 20 days prior to the date of the occurrence, they considered it, in good faith, to be up-to-date. The presumption was that if there had been any change in depth in the main channel since the date of the latest survey, the changes would have been promulgated by the authorities. However, there were factors beyond the knowledge of the master or the pilot that made the available source of information obsolete. The frequency of the surveys in the Fraser River was inadequate in an area subjected to frequent changes in depth. The results of a survey, made available after a time lag of three or more days, are of little relevance during the freshet period when the depth of the river may change substantially within 48 hours. The ALAM SELAMAT sailed and left the site of the occurrence approximately three hours after she had touched the bottom, an occurrence which was reported as a grounding. The quality of the bottom in the area of the occurrence was known to be soft mud and, after a damage assessment was carried out by the crew, the vessel reported that no damage was discovered. Neither TCMS nor the Classification Society, however, conducted a survey to assess the seaworthiness of the vessel before she left Canadian waters.Analysis The pilot and master of the ALAM SELAMAT decided to unberth the vessel and transit the Fraser River at low tide. The vessel's deepest draught was 7.25 m, i.e. 3.36 m less than the maximum draught allowed by the port authority. They had no reason to believe that there was less water than needed for safe passage, although a higher tide would have increased the under-keel clearance. Neither the chart nor the latest available survey results indicated any depth reduction in the main channel. There was no indication that the draught of the ALAM SELAMAT increased after leaving Fraser-Surrey docks, nor that she deviated from her track; the vessel was proceeding along the line defined by the ranges when she ran aground. As was ascertained after the occurrence, there was a shallow spot with a depth of 6.0 m (above chart datum) in the position where the vessel reportedly made contact with the bottom. The detected shallow patch confirms that the depths on the Fraser River are subject to change, a known phenomenon caused by sediment displaced and carried by the river. To maintain safe passage for vessels, the authorities implement regular depth surveys and dredging of the river. The depth survey results are circulated among all interested parties and also serve as the basis for planning and coordinating dredging operations. These preventive measures should ensure a safe passage for vessels as declared by port authority. During the annual freshet period, depth changes occur so rapidly that dredging is not an effective option. The only practical method to maintain the navigability of the river is thus limited to the frequent monitoring of depths and the distribution of survey results to all users. From the navigator's point of view, the monitoring of depths and the conning of the vessel accordingly is sufficient to prevent grounding. On 16 June 1999 the master and the pilot on the ALAM SELAMAT relied on the latest available survey data. Although the survey sheet was dated 27 May 1999, approximately 20 days prior to the date of the occurrence, they considered it, in good faith, to be up-to-date. The presumption was that if there had been any change in depth in the main channel since the date of the latest survey, the changes would have been promulgated by the authorities. However, there were factors beyond the knowledge of the master or the pilot that made the available source of information obsolete. The frequency of the surveys in the Fraser River was inadequate in an area subjected to frequent changes in depth. The results of a survey, made available after a time lag of three or more days, are of little relevance during the freshet period when the depth of the river may change substantially within 48 hours. The ALAM SELAMAT sailed and left the site of the occurrence approximately three hours after she had touched the bottom, an occurrence which was reported as a grounding. The quality of the bottom in the area of the occurrence was known to be soft mud and, after a damage assessment was carried out by the crew, the vessel reported that no damage was discovered. Neither TCMS nor the Classification Society, however, conducted a survey to assess the seaworthiness of the vessel before she left Canadian waters. At the stage of the tide, the draught of the ALAM SELAMAT was approximately 3.3 m less than the maximum draught to transit the Fraser River. The ALAM SELAMAT made contact with the bottom of the river and sheered towards a breakwater when proceeding along its main navigable channel. The master and the pilot ordered the anchor to be dropped and succeeded in stopping the vessel before she struck the breakwater. Immediately after the incident the crew surveyed the vessel and the pilot reported the occurrence as a grounding to Marine Communications and Traffic Services and this information was relayed to the authorities including Transport Canada Marine Safety. Three hours later the ALAM SELAMAT reported no damage, weighed the anchor, and sailed for sea. When navigating the Fraser River, pilots refer to the special Depth Survey charts distributed periodically by the Canadian Coast Guard. None of the available sources of information showed a decreased depth in the main channel of the Fraser River. The depths in the Fraser River are subject to frequent change, especially during the annual freshet period. The authorities monitor depths in the Fraser River by conducting periodical surveys and distributing the results to all interested parties. Presently, the interval between two consecutive surveys of the same critical section of the Fraser River is too long for an early warning. The existing system for processing survey data incurs a time lag of three days or more before the results of the survey reach end users.Findings At the stage of the tide, the draught of the ALAM SELAMAT was approximately 3.3 m less than the maximum draught to transit the Fraser River. The ALAM SELAMAT made contact with the bottom of the river and sheered towards a breakwater when proceeding along its main navigable channel. The master and the pilot ordered the anchor to be dropped and succeeded in stopping the vessel before she struck the breakwater. Immediately after the incident the crew surveyed the vessel and the pilot reported the occurrence as a grounding to Marine Communications and Traffic Services and this information was relayed to the authorities including Transport Canada Marine Safety. Three hours later the ALAM SELAMAT reported no damage, weighed the anchor, and sailed for sea. When navigating the Fraser River, pilots refer to the special Depth Survey charts distributed periodically by the Canadian Coast Guard. None of the available sources of information showed a decreased depth in the main channel of the Fraser River. The depths in the Fraser River are subject to frequent change, especially during the annual freshet period. The authorities monitor depths in the Fraser River by conducting periodical surveys and distributing the results to all interested parties. Presently, the interval between two consecutive surveys of the same critical section of the Fraser River is too long for an early warning. The existing system for processing survey data incurs a time lag of three days or more before the results of the survey reach end users. The ALAM SELAMAT made contact with the bottom of the main channel off Steveston Jetty because the bridge team was not aware of a shallow spot in the navigable channel of the Fraser River. The current system of monitoring navigable channels and producing depth information cannot ensure that end users have up-to-date survey information during freshet.Causes and Contributing Factors The ALAM SELAMAT made contact with the bottom of the main channel off Steveston Jetty because the bridge team was not aware of a shallow spot in the navigable channel of the Fraser River. The current system of monitoring navigable channels and producing depth information cannot ensure that end users have up-to-date survey information during freshet. The Canadian Coast Guard advised that a formal Working Committee, with representatives from the Fraser River Pilots Association, Fraser River Port Authority and Coast Guard has been established and will be meeting quarterly to review channel conditions and status of the channel monitoring and maintenance dredging program. A possibility of modelling the sedimentation process to determine various rates of in-fill associated with forecasted river flow/discharge will be explored.Safety Action Taken The Canadian Coast Guard advised that a formal Working Committee, with representatives from the Fraser River Pilots Association, Fraser River Port Authority and Coast Guard has been established and will be meeting quarterly to review channel conditions and status of the channel monitoring and maintenance dredging program. A possibility of modelling the sedimentation process to determine various rates of in-fill associated with forecasted river flow/discharge will be explored.